Heat controlling means for charge forming devices



R. P. WRIGHT 1,821,047'

HEAT CONTROLLING MEANS FOR CHARGE FORMING DEVICES Sept. 1, 1931.

Fil A 15, 1929 a Sheets-Sheet 1 Sept. 1, 1931. R wR|GHT 1,821,047

HEAT CONTROLLING MEANS FOR CHARGE FORMING DEVICES F l 1929 3 Sheets-Sheet 2 gmwnl oz HEAT CONTROLLING MEANS FOR CHARGE FORMING DEVICES R. P. WRIGHT Sept. 1, 1931.

I5 Sheets-Sheet 3 Filed Aug. 15, 1929 gwuemtoz' [22PM/6/77' Patented Sept. 1, 1931 UNITED STATES PATENT OFFICE REA. P. WRIGHT, OF WASHINGTON, DISTRICT COLUMBIA, ASSIGNOR T CARBUBETER COMPANY, OF FLINT, MICHIGAN, A OOEPORATION OF ILLINOIS HEAT CONTROLLING MEANS FOR CREME FORMING DEVICES Application filed August 15, 1929. Serial No. 386,127.

This invention relates to certain new and useful improvements in heat controlling means for charge forming devices and is a continuation of my improved heat controlling means for charge forming devices disclosed in my application filed March 25, 1926,

Serial Number 97,332, the object being to promain in its proper position to apply the nee-- essary heat to a charge formin device until the normal thermo condition 0 the engine is reached when the controlling means will opcrate-in a normal manner.v

Uther and further objects and advantages 25 of the invention will be hereinafter set forth and the novel features thereof defined by the appended claims,

In the drawings:

Figure 1 is a side elevation of an internal 7 combustion engine showing the application of my im roved construction of oil pressure control ing means thereto partly in section;

Figure 2 is an elevation on the opposite side to that shown in Figure 1 showing the cam 35 and its manner of mounting and adjusting the same by the pressure of the oil in the forced feed lubricating system;

Figure 3 is a vertical section through the manifold with the charge forming device detached; and

Figure 4 is a detail view of the guide membar and its connection with the throttle and main exhaust valve.

In the embodiment of' my invention as herein shown 1 indicates an internal combustion engine, 2 an exhaust manifold, 3 the intake manifold and 4 a carburetor connected thereto having an air inlet 5 to which is connected a conduit 6 extending from an w air heater 7 located around the exhaust, said conduit being provided with an additional valve controlled air inlet 8 for regulating the temperature of the heated air passing to the carbureters.

In the construction of carbureter as herein shown I provide the same with a heating jacket 9 having an inlet 10 which is disposedunder an outlet 11 formed in the exhaust manifold 2 so that the exhaust gases from the exhaust manifold will circulate through the heatin jacket 9 to heat the explosive charge pro need by said carbureter and it is, of course, understood that the particular constructionof heating jacket is not important so long as it is arranged to heat the explosive charge.

The inlet 10 of the heating jacket 9 of the charge forming device is provided with a volume valve 12 mountedon a stem 13 having an arm 14 for operating the same for con; trolling the volume of exhaust gases passin through the heating chamber and is adapted to be operated in conjunction with the controlling mechanism which will be hereinafter described.

Arranged within the exhaust manifold 2 is an exhaust throttle valve 15 of the butterfly type carried by valve stem 16 provided with an arm 17 for operating the same, said valve being so constructed that when in closed position the exhaust passage will be completel closed in order to cause the entire volume 0 exhaust gases to pass through the heating jacket.

Arranged on the end of the exhaust manifold is a coupling 18 having an exhaust pipe 19 connected thereto which extends in the usual manner to the mumer, not shown. The coupling 18 as herein shown is provided with an inlet nipple 20 from which extends a con duit 2-1 to an outlet nipple 22 formed on the heating jacket 9 of the carbureter whereby the exhaust gases will be lay-passed around the exhaust throttling valve 15 when in closed position so that the exhaust gases will ass through the heating jacket in order to eat the explosive charge.

The carbureter is provided with a throttle valve 23 of the butterfly type carried by shaft 24 provided with an arm 25 to which is 100 connected an operating rod 26 extending to the body of the automobile to which the device is attached so that it can be manipulated in the usual manner.

The object of the invention disclosed in this application is to control the application of heat to a nicety by the use of the pressure in the forced feed lubricating system of the internal combustion engine to which the device is attached so that the temperature of the charge being formed by the-carburetor will be controlled automatically. In order to obtain this result I arrange on the shaft 24: of, the throttle valve 23 a cam plate 27 which is movably mounted thereon so that it can be turned on the shaft as a pivot, the position of the cam being controlled by a link 28 which is connected to a bell crank lever 29, to one of the arms of which is connected the movable wall of a pressure chamber A arranged in communication with the forced feed lubricating system .of the internal combustion engine so that the pressure of. the oil in the lubricating system will adjust the cam plate as will be hereinafter fully described.

The pressure chamber A is provided with an inlet B connected with the forced feed lubricating pump C by pipe D. An outlet E is formed in the chamber A from which extends a pipe F leading to the parts to be lubricated in the usual manner. It is, of course, understood that after the lubricant has been forced through-the bearings it will be returned to the base of the engine in order that the supply will be constant which is the usual form of forced feed lubricating system nowin use.

The pump is preferably driven directly from the engine so that as the speed of the engine increases, the speed of the pump increases and while I have only shown one form connecting my pressure chamber to the forced feed lubricating system, it is, of course, understood that it can be connected in various ways and that the pressure chamber can be located at any point.

In the preferred embodiment of my invention the pressure chamber is located so that it will be acted on by the heat of the engine so that the thermostatically controlled valve hereinafter referred to will be affected by the engine temperature.

In the embodiment of my invention as herein shown, the movable wall is in the form of a piston H provided with a piston rod I extending through a stuffing box J formed in the top of the chamber and has its upper end loosely connected at K to the bell crank lever 29 so that as the pressure in the pressure chamber increases, the piston will be moved upwardly in order to adjust the cam plate through the connecting rod 28.

A suitable coil spring L is disposed within the pressure chamber to the rear of the pis ton H and normally has the tendency to force the piston downwardly with sufficient strength to hold the cam plate in the proper position to apply the full volume of heat to the charge forming device so that when the engine is cold, the entire volume of exhaust gases will be diverted out of their natural path of travel through the heating means for heating the charge in its passage to the internal combustion engine. This spring is of suflicient strength so that it resists the pressure of the oil cooling system until a suflicient amount of pressure has been built up, caused by the increased speed of the internal combustion engine, to move the movable wall upwardly which adjusts the cam plate so as to vary the effect of movement of the heat control in respect to the throttle valve.

In order to compensate for the increased pressure caused by the congealed condition of the lubricant when the engine is cold, I provide means for preventingthe movable wall of the pressure chamber from moving upwardly until the proper temperature of the engine has been reached by arranging a thermostatically controlled valve in the pressure chamber which controls an air vent open to the atmosphere so that when the valve is in closed position, air will be entrapped within the upper portion of the pressure chamber so that the piston will be prevented from moving.

In the embodiment of the thermostatically controlled means for accomplishing this result as herein shown, I form on one side of the pressure chamber a housing M which is provided with an air inlet N controlled by a thermostatic valve 0, which valve is held in closed position until the engine reaches the normal temperature at which point the valve opens so as to allow the pressure of the oil in the oiling system to act on the piston to move it upwardly and adjust the cam plate in its proper position so that the application of heat will be controlled to a nicety.

When the piston of the pressure chamber and the valve controlling the air inlet are in the position shown in Figures 1 and 3, the opening from the upper portion of the pressure chamber to the atmosphere is closed so that the movement of the piston compresses the air above the same and prevents the piston from moving but slightly so that when the oil is heavy, as when the engine is first started, the cam remains in its proper position so that the full amount of heat is applied to the charge forming device. As the engine warms up, the lubricant is heated by the engine and this heating together with the heat from the engine operates the thermostatic valve to open the air inlet so that the resistance offered by the entrapped air is eliminated and the movable wall operates in a normal way so that as the increase and decrease of pressure in theforced feed lubricating system varies, the cam will be shifted so as to automatically control the position of the cam in order to adjust the application of heat to the charge forming device.

While in the drawing I have shown one embodiment of my invention, it is, of course, understood that various changes can be made without departing from the spirit of my invention which consists broadly in arranging the pressure chamber in communication with the forced feed lubricating system of an internal combustion engine so that the pressure of the oil in the lubricating system will control the application of the heating medium employed for the charge forming device.

The cam is connected to the arm 14 of the volume valve 13 by a link 32 so that as the cam is adjusted, the position of the valve 13 will be changed thereby increasing or decreasing the area of the exhaust inlet to the ,heating jacket and while in the drawings l have shown the volume valve arranged in the inlet to the heat jacket, it is, of course, understood that it can be arranged in the outlet without departing from the spirit of my invention.

In the construction of cam as herein shown, it is held in adjusted position by frictional means which comprises a pin 33 secured in the wall of the heat jacket and extending through a slot 34 formed in the cam plate 27,

said pin carrying a frictional washer 35 engaging the outer face of the cam in such a manner that the cam is free to move and yet is held in adjusted position under normal conditions.

In the construction of cam plate as herein shown, a slot 37 is formed therein having at one end a substantially vertical portion and a substantially horizontal portion which gradually terminates in a downwardly extending portion. Slidably mounted within the slot of the cam plate is a member 38 provided with a roller having a guide flange for holding the same in the guideway formed by the slot so that it moves freely within the slot of the cam for the purpose hereinafter fully de-, scribed.

Theouter end of the member 38 is reduced as clearly shown on which is pivotally mounted a hub 39 having a socket 40 in which is secured an operating rod 41 which has its free end pivotally and adjustably connected to the arm 17 of the exhaust gas throttling valve 15. The member 38 is preferably provided with a rigid arm 42 which is pivotally connected at its free end to a pin 44 pivotally mounted on the outer end of the arm 45 secured on one end of the throttle shaft 24 whereby the member 38 travels vertically in the vertical portion of the slot 37 of the cam plate when the throttle valve is oscillated so as to allow the throttle valve to move a predetermined distance before the movement of the arm carried thereby causes the arm of the exhaust throttle valve to move, whereby the exhaust throttling valve in the exhaust pipe will dwell on its seat until the throttle valve has moved a predetermined distance so that the throttle valve is allowed to move a certain distance before operating the exhaust throttle valve trolled by the pressure of the forced feed lubricating system of the internal combustion engine through the medium of the cam which allows the throttle valve to move a predetermined distance before the exhaust throttling valve starts to move so that the application of heat will be controlled to a nicety.

In the operation of the heat controlling means, the tendency of the spring behind the movable wall of the pressure chamber is to move the movable wall downwardly so as to move the cam plate in its proper position and to hold said plate in its proper position so that the full volume of exhaust gases will be diverted out of their natural path of travel through the heating chamber of the charge forming device It has been found in practice that when starting a cold motor, the oil in the lubricating system becomes stifi or congealed and exerts a greater pressure and in order to overcome'or compensate for this increased pressure, I have provided thermostatically controlled means which prevents the movable wall from moving until the proper temperature of the engine has been reached. When the engine is started, the pump is rotated so as to cause the lubricant to be forced through the lubricating system and the pressure is built up in the pressure chamber which has the tendency to move the movable wall, which wall being prevented from being moved by the entrapped air behind the same. As the temperature of the engine increases, the thermostat is affected directly or indirectly by the temperature so that the thermostatic valve opens the air port and allows the movable wall to be moved upwardly by the pressure of the lubricant. This construction provides a dash pot arrangement for preventing and retarding the movement of the pistonwhich is acted on by the pressure of the lubricating system so that means is provided to compensate for the increased pressure when the oil is congealed.

By constructing a heat controlling means ofthe engine has been reached, and the speed' increases, the delivery of the heating medium to the heating chamber is greatly decreased, whereby I am able to control the application of heat by the pressure of the forced feed lubricating system, which in turn is controlled by the speed of the engine.

By this particular construction of heat controlling means, I am able to overcome the difliculties now existing with manually operated means as I have provided means for holding the heat controlling means in its proper position when the motor is cold and means to allow said heat controlling means to be adjusted automatically by the pressure of the oil in the lubricating system after the proper temperature of the engine has been reached.

What I claim is:

1. The combination with an internal combustion engine having a forced feed lubricating system, of valves arranged to throttle the exhaust gases and explosive charges, means for connecting said valves, means determining the path of travel of said connecting means to vary the effect of movement of the charge controlling valve on the exhaust controlling valve and means controlled by the pressure of the lubricating system for adjusting said means. I

2. The combination with an internal combustion engine having a forced feed lubricating system, of valves arranged to throttle the exhaust gases and explosive charge, means for connecting said valves, means determining the path of travel of said connecting means to vary the effect of movement of the charge controlling valve on the exhaust controlling valve, means controlled by the pressure of the lubricating system for adjusting said means, and thermostatically controlled means for initially retarding said last mentioned means.

3. The combination with an internal combustion engine having a forced feed lubricating system, of valves arranged to throttle the exhaust gases and explosive charge, means operated by the pressure of the oil in the lubricating system for adjusting said valves to vary the effect of movement of the charge controlling valve on the exhaust controlling valve and thermostatically controlled means for preventing the movement of the pressure controlled means.

3. In a heat control for internal combustion engines having a forced feed lubricating system, the combination with valves arranged to throttle the exhaust gases and explosive charge, means operated by the pressure of the oil in the lubricating system to vary the effect of movement of the charge controlling valve on the exhaust controlling valve and thermostatically controlled means for initially preventing the operation of said last mentioned means to compensate for the viscosity of the oil in the lubricating system.

5. The combination with an internal com-' bustion engine having an exhaust passage, intake passage and charge forming device connected thereto, said internal combustion engine having a forced feed lubricating system, of a heater for heating the char e, a valve for controlling the passage 0 exhaust gases to said heater, a valve for controlling the passage of explosive charge to said engine, a volume valve controlling the volume of exhaust gases passing to said heater, a movable member for con; necting said valves and means controlled by the pressure of the oil in the lubricating system arranged in the path of travel of said movable member to vary the effect of movement of the charge cont-rolling valve on the exhaust controlling valve.

6. In a heat control for internal combustion engines having a forced feed lubricating system, the combination with means for throttling the exhaust gases and explosive charge, a member for connecting said means, a cam determining the path of travel of said connecting member, and means controlled by the pressurein the lubricating system for adjusting said cam to vary the effect of movement of the charge controlling valve on the exhaust controlling valve.

7 In a heat control for internal combustion engines having a forced feed lubricating system, the combination with valves arranged to throttle the exhaust gases and explosive charge, a member having a connection with' said valve, a cam plate in which said member is adapted to travel, means controlled by the pressure of the lubricating system of the internal combustion enginefor adjusting said cam plate to vary the effect of movement of the charge controlling valve on the exhaust controlling valve and thermostatically controlled means for initially holding said pressure controlled means in its normal position.

8. The combination with an internal combustion engine having a forced feed lubrieating system, of a heater for heating the charge delivered to the engine, a valve for controlling the passage of the heating medium to said heater, a valve for controlling the passage of explosive charge to said engine, means controlled by the pressure of the lubricating system to vary the effect of movement of the charge controlling valve on the exhaust controlling valve and thermostatically controlled'means for holding said pressure controlled means in its normal position.

9. In a heat control for internal combustion engines having a forced feed lubricating system, the combination with valves arranged to throttle the exhaust gases and explosive charge, of means controlled by the pressure of the lubricating system of the internal combustion engine to vary the effect of movement of the charge controlling valve on the exhaust controlling valve and thermostatically controlled means for holding said pressure controlled means inoperative.

10. In a heat control for internal combustion engines having a forced feed lubricating system, the combination with valves arranged to throttle the exhaust gases and explosive charge, of means for connecting said valves, means to vary the efiect of movement of the charge controlling valve on the exhaust controlling valve, a pressure chamber having chambers separated by a movable wall, one of said chambers being in communication with the forced feed lubricating system and the other with the atmosphere through a vent and a thermostatic valve for closing said vent.

11. In a heat control for internal combustion engines having a forced feed lubricating system, the combination with means for heating the charge delivered to the engine, of means controlled by the pressure of the lubricating system to vary the heating of said charge and thermostatically controlled means for holding said pressure controlled means inoperative.

12. In a heat control for internal combustion engines having a forced feed lubricating system, the combination with means controlling the heating of the charge delivered to the engine, means controlled by the pressure of the oil in the lubricating system for actuating said last mentioned means and a thermostatically controlled means for holding said pressure controlled means inoperative.

13. The combination with an internal combustion engine having a forced feed lubricating system, a charge forming device and means for heating the charge produced by said device, of means controlled by the pressure of the lubricating system controlling said heating means and thermostatically controlled means for resisting the operation of said pressure controlled means.

14. In a heat control for internal combustion engines having a forced feed lubricating system, the combination with valves arranged to throttle the exhaust gases and explosive charge, a chamber having a movable wall mounted therein to form separate chambers, one of said chambers being in communication with the forced feed lubricating system, said movable wall being adapted to operate means to vary the effect of movement of the charge controlling valve on the exhaust controlling valve, the other chamber being provided with an air vent and thermostatically controlled means for closing said vent to prevent the movement of said movable wall.

15. In a heat control for internal combustion engines having a forced feed lubricating system, the combination with valves arranged to throttle the exhaust gases and explosive charge and means controlled by the pressure signature.

REA P. WRIGHT. 

